US20150217738A1 - Method for Providing a Clamping Force Generated by an Automatic Parking Brake - Google Patents
Method for Providing a Clamping Force Generated by an Automatic Parking Brake Download PDFInfo
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- US20150217738A1 US20150217738A1 US14/615,537 US201514615537A US2015217738A1 US 20150217738 A1 US20150217738 A1 US 20150217738A1 US 201514615537 A US201514615537 A US 201514615537A US 2015217738 A1 US2015217738 A1 US 2015217738A1
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- United States
- Prior art keywords
- brake
- motor
- clamping force
- automatic parking
- brake motor
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
- B60T13/588—Combined or convertible systems both fluid and mechanical assistance or drive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/24—Electric or magnetic using motors
Definitions
- the disclosure relates to a method for providing a clamping force generated by an automatic parking brake, to a controller or regulator, and to an automatic parking brake.
- DE 10 2011 005 842 A1 discloses an automatic parking brake for use in a vehicle, which can exert a clamping force on a brake disk in order to immobilize a stationary vehicle.
- the clamping force is generated by a spindle nut and brake piston which are moved by a brake motor and clamp the brake disk between two brake pads during an application process.
- the brake piston can also be pressurized with a hydraulic brake fluid, which is achieved using the regular vehicle brake (service brake). Because of braking processes carried out during travel, the brake disk can warm or heat up. This results in the problem, on immobilizing the stationary vehicle with the parking brake, that the coefficient of friction and the expansion of the brake disk change due to the higher temperature.
- the brake disk temperature determined exceeds a defined value, a not insignificant loss of clamping force of the automatic parking brake is assumed when the brake disk has cooled down after a time period. Then a secondary application process is carried out to compensate for the loss of clamping force. If the brake disk temperature however lies below the predefined temperature value, no secondary application process is carried out because no loss of function is to be expected.
- the object of the present disclosure is therefore to provide a method which guarantees a reliable function of the automatic parking brake even on a loss of clamping force due to a temperature change of the brake disk, and which in addition minimizes the load on components of the automatic parking brake.
- the method according to the disclosure serves to provide a clamping force generated by a parking brake, wherein the clamping force is generated by a brake piston acting on a brake disk and by a brake motor, and wherein after a completed application of the automatic parking brake, a secondary application process is carried out as a function of an activation reaction of the brake motor.
- the secondary application process is carried out independently of information on the brake disk temperature.
- the particular advantage of the disclosure lies in that the method is carried out depending on a reaction of the braking motor to an activation process. Since the reaction of the brake motor to an activation performed again after the end of the application process can be measured very precisely, the method may be carried out without significant uncertainty factors and tolerances. Furthermore the consideration of an activation reaction of the brake motor allows a more accurate decision on whether or not a secondary application process must be carried out. Since, with the method according to the disclosure, it is not the temperature of the brake disk but the reaction of the motor which forms the basis for a secondary application strategy, this can furthermore be carried out with a low load on the components. As a whole, the method according to the disclosure thus ensures a particularly safe provision of a sufficient clamping force, even in the case where a loss of clamping force occurs after the application process due to a temperature change of the brake disk.
- the activation reaction of the brake motor is evaluated from a motor rotation following an activation of the brake motor.
- the motor reaction can be detected in a simple manner by observing the motor rotation during the activation. This reaction can then serve as the basis for a decision on whether or not a secondary application process is required.
- the rotation of the brake motor is preferably determined by means of pulse counting, in particular by means of a multi-pole wheel in conjunction with a Hall sensor.
- the electrical resistance of the brake motor can be detected in order to evaluate an activation reaction of the brake motor, and on this basis make a decision on any secondary application process which may be necessary.
- a particularly advantageous method is one in which no secondary application process is carried out if the rotation of the brake motor falls below a predefined (threshold) level within a predefined time period since the start of the activation process. Consequently, a motor rotation which falls below a predefined level can be evaluated as an indication that there has been no significant loss of clamping force as a result of a temperature change of the brake disk, and consequently no secondary application process is required. Equally simply, the necessity for a secondary application process can be concluded if the rotation of the brake motor exceeds a predefined threshold motor rotation after a defined time period. In this case a significant loss of clamping force can be concluded, which must be compensated. Following this therefore, advantageously a secondary application process is carried out or hydraulic support requested to support the parking brake.
- a motor torque in particular a maximum deliverable motor torque or a resulting maximum generatable clamping force of the brake motor, is taken into account.
- a further criterion is used for a decision on whether a secondary application process should be carried out, and if so whether this should take place with the hydraulic support of the parking brake.
- a secondary application process of the parking brake is therefore carried out only if the maximum deliverable torque of the brake motor is sufficient to achieve the required target clamping force. If this is not the case, a hydraulic support of the brakes may be requested.
- the maximum deliverable torque or a resulting maximum generatable clamping force of the brake motor is compared with a required or defined output torque, and in the case of insufficient deliverable motor torque, a hydraulic support is requested.
- the maximum deliverable motor torque of the brake motor is also compared with the required or defined output torque, and in the case of insufficient deliverable motor torque, a hydraulic support is requested.
- the maximum deliverable motor torque or a resulting maximum generatable clamping force is compared with a required or defined (target) output torque, and in the case of sufficient deliverable motor torque, no hydraulic support is requested.
- target required or defined
- the method according to the disclosure is performed in a regulator or control unit in a vehicle which may be part of the parking brake.
- FIG. 1 a section view of a conventional automatic parking brake for a vehicle, with an electric brake motor for generating a clamping force to immobilize the vehicle;
- FIG. 2 a flow diagram of a method for providing a clamping force which is generated by an automatic parking brake and immobilizes a vehicle, according to one embodiment of the disclosure
- FIG. 3 a flow diagram of a further method for providing a clamping force which is generated by an automatic parking brake and immobilizes a vehicle, according to a further embodiment of the disclosure.
- FIG. 1 shows a section through a known automatic (automated) parking brake 1 for a vehicle, which can exert a clamping force by means of a brake motor 2 for immobilizing the vehicle.
- the brake motor 2 in the present case is formed as an electric motor which drives a spindle 3 mounted in an axial direction, in particular a threaded spindle.
- the spindle 3 On its end away from the brake motor 2 , the spindle 3 is fitted with a spindle nut 4 which lies against an inner face or rear of a brake piston 5 .
- the spindle 3 , the spindle nut 4 and the brake piston 5 are mounted in a brake caliper 6 which grips a brake disk 7 in the manner of pincers.
- a brake pad 8 , 8 ′ is arranged on either side of the brake disk 7 .
- the spindle nut 4 is moved in an axial direction towards the brake piston 5 and the brake disk 7 until a predefined target clamping force is achieved.
- the rear of the brake piston 5 may be pressurized with a hydraulic fluid, which serves to relieve the load on the automatic parking brake and/or for a braking process in normal drive mode of the vehicle (service brake).
- FIG. 2 shows a flow diagram of a method for providing a clamping force which is generated by an automatic parking brake and immobilizes a vehicle.
- the method provides for a secondary application strategy with a low load on the components, which guarantees reliable immobilization of the vehicle even in the case of a loss of clamping force.
- a loss of clamping force can also result from internal stresses between the brake motor 2 and the spindle 3 , in particular in gear stages, so that after the application process, the brake motor 2 turns back slightly and hence results in a reduction of the output torque of the brake motor 2 (gear loss).
- Such a loss of clamping force must be compensated with the method according to the disclosure.
- the brake motor 2 is activated in a step S 2 .
- This in itself is substantially a secondary application process which should at least compensate for “gear loss”.
- a motor rotation is measured which has taken place since the start of the motor activation for a predefined time period of for example 20 ms.
- the motor rotation is preferably detected using a number of pulses which are counted for example by means of a multi-pole wheel on the brake motor 2 in conjunction with a Hall sensor.
- the multi-pole wheel may for example be a pole wheel with 16 alternating magnetic fields per revolution, which allows measurement of the angular speed of the brake motor 2 using the (Hall) sensor.
- step S 4 the number of pulses determined in the predefined period is compared with a threshold value of a predefined motor rotation, where this preferably comprises a specific number of pulses. If the comparison in step S 4 shows that the number of pulses detected in the predefined time period is less than the predefined (threshold) motor rotation, the secondary application process or activation of the brake motor 2 ends in step S 5 because a low loss of clamping force can be concluded from the low number of pulses measured.
- step S 4 If however the comparison in step S 4 shows that the number of pulses detected in the predefined period is greater than the predefined minimum motor rotation, the secondary application process or activation of the brake motor 2 is continued in step S 6 in that a secondary application process is initiated, and in particular a hydraulic support for the automatic parking brake 1 requested, since a significant loss of clamping power can be concluded from the high number of pulses detected. Due to the hydraulic support, the load on the brake motor 2 is then relieved and no further application process is required.
- the hydraulic support is preferably generated by a fluid pressure provided by the ESP system. Thanks to the hydraulic support, the brake motor 2 can turn with low torque.
- a defined secondary application travel of for example 0.15 mm is passed, the hydraulic support of the brake motor 2 and its activation are ended and the secondary application process is completed.
- the method according to the disclosure therefore allows a careful and efficient assessment of whether or not a secondary application process is required.
- a reaction of the brake motor 2 to an activation process is detected and evaluated.
- the rotation(s) of the brake motor 2 is(are) detected using a pulse counter which concludes a loss of clamping force after an application process.
- a temporally changing electrical resistance of the brake motor 2 can lead to a conclusion on a loss of clamping force.
- the motor power is determined and a possible secondary application process initiated on the basis of this motor power.
- a flow diagram of a corresponding method is shown in FIG. 3 .
- the motor parameters of the last usage, in particular the last application process, of the automatic parking brake 1 are taken into account.
- the essential motor parameters such as the motor constant k and the motor resistance R (including the supply line resistance) are determined. Since the secondary application process takes place within around 3 to 5 minutes after the application process, and therefore relatively close in time, it is assumed that the motor parameters have not changed substantially in this period. If however the motor parameters have changed, an increase in the output torque of the brake motor 2 due to cooling of the components of the automatic parking brake 1 is rather assumed here.
- k is the motor constant
- I the current consumption of the brake motor 2
- M L the idling moment.
- the idling moment M L reduces the total moment because it is required in order to overcome the internal friction of the brake motor 2 and consequently operate this in an outwardly load-free state.
- I max U/R.
- the maximum output moment M B — max of the brake motor 2 can then be formulated as follows:
- the maximum generatable mechanical clamping force of the automatic parking brake 1 on the brake disk 7 can be calculated from this as follows:
- M B — max is the maximum output moment of the brake motor 2
- ⁇ total is the total efficiency of the automatic parking brake 1
- r spindle is radius
- spindle radius is the total translation ratio of the automatic parking brake 1 .
- this information is used to make a more accurate decision on the necessity and type of secondary application process.
- a first step S 1 firstly an activation of the brake motor 2 is initiated again after a predefined time period from the end of an application process.
- the motor rotation is determined using a pulse count (not shown).
- step S 2 it is then determined whether an existing clamping force exceeds a maximum deliverable clamping force F clamp — max of the brake motor 2 .
- a comparison is made between a pulse count measured in a predefined time period and a predefined threshold pulse count (predefined threshold motor rotation).
- the existing (real) clamping force is then smaller than the maximum deliverable clamping force F clamp — max of the brake motor 2 if the number of pulses measured is greater than the predefined minimum motor rotation, and the method is continued in step S 3 . If the number of pulses however does not exceed the predefined minimum motor rotation, the existing clamping force is greater than the maximum deliverable clamping force F clamp — max of the brake motor 2 and the method is continued in step S 8 .
- step S 3 the possibility of providing an additional electromotive clamping force is established.
- step S 4 it is checked whether the maximum deliverable clamping force F clamp — max of the brake motor 2 is greater than the necessary target clamping force for a secure secondary application of the automatic parking brake 1 . In this step is therefore decided whether the brake motor 2 alone can supply the necessary moment, or whether a hydraulic support must be requested. If the maximum deliverable clamping force F clamp — max is not sufficient, then in step S 5 a hydraulic support is requested. If the maximum deliverable clamping force F clamp — max is however sufficient, in step S 6 a secondary application process is carried out exclusively using the clamping force of the brake motor 2 .
- step S 8 it is checked whether the lack of an additional supply of clamping force may be attributed to a “weak” brake motor 2 with a low generatable clamping force, or whether the brake motor 2 is indeed “strong” enough, but there is no significant loss of clamping force and the number of pulses is therefore below the predefined (threshold) motor rotation.
- step S 8 it is queried whether the maximum deliverable clamping force F clamp — max of the brake motor 2 is greater than the necessary target clamping force. If the maximum deliverable clamping force F clamp — max of the brake motor 2 is greater than the necessary target clamping force, the method ends in step S 9 . If the maximum deliverable clamping force F clamp — max of the brake motor 2 is however smaller than the necessary target clamping force, in step S 5 hydraulic support is requested because a “weak” brake motor 2 is concluded, the maximum deliverable torque of which is not sufficient to exceed the predefined motor rotation.
- the present method is particularly safe for components of the automatic parking brake 1 , since the brake motor 2 only carries out a secondary application process if it is actually necessary and if the clamping force of the brake motor 2 is actually sufficient for this. Otherwise the load on the brake motor 2 is limited in that hydraulic support is provided for the automatic parking brake 1 .
- a decision on whether or not a secondary application process should be carried out, and the decision on whether the clamping force of the brake motor 2 is sufficient for this, may therefore advantageously be made reliably using the method according to the disclosure, without any information on brake disk temperature, exclusively by consideration of an activation reaction of the brake motor 2 and where applicable an additional consideration of the maximum deliverable motor power.
- the present disclosure therefore guarantees a high security of the parking brake function, while at the same time the load on the components is minimized.
- the present disclosure may be applied in conjunction with all conventional automatic parking brakes. It may for example be a so-called “motor-on-caliper” parking brake which was described in connection with FIG. 1 . Secondly the method may also be applied on other types of automated parking brake, for example of the “cable puller” type in which a motor-gear unit tensions mechanical cables.
- the method is consequently applicable universally, and in various types of parking brake; it ensures a safe and targeted provision of a clamping force without relying on information on the brake disk temperature.
- the method can easily be implemented in the form of an algorithm in a controller or regulator, and consequently requires no additional mechanical components.
Abstract
A method for providing a clamping force generated by an automatic parking brake includes using a brake motor and a brake piston acting on a brake disk to generate the clamping force. The method guarantees a reliable function of the automatic parking brake even on a loss of clamping force due to a temperature change of the brake disk. The method also minimizes the load on components of the automatic parking brake. After a completed application of the automatic parking brake, a secondary application process is carried out as a function of an activation reaction of the brake motor.
Description
- This application claims priority under 35 U.S.C. §119 to patent application no. DE 10 2014 202 159.6, filed on Feb. 6, 2014 in Germany, the disclosure of which is incorporated herein by reference in its entirety.
- The disclosure relates to a method for providing a clamping force generated by an automatic parking brake, to a controller or regulator, and to an automatic parking brake.
- DE 10 2011 005 842 A1 discloses an automatic parking brake for use in a vehicle, which can exert a clamping force on a brake disk in order to immobilize a stationary vehicle. The clamping force is generated by a spindle nut and brake piston which are moved by a brake motor and clamp the brake disk between two brake pads during an application process. The brake piston can also be pressurized with a hydraulic brake fluid, which is achieved using the regular vehicle brake (service brake). Because of braking processes carried out during travel, the brake disk can warm or heat up. This results in the problem, on immobilizing the stationary vehicle with the parking brake, that the coefficient of friction and the expansion of the brake disk change due to the higher temperature. When the brake disk cools after an application of the automatic parking brake, consequently a loss of clamping force of the automatic parking brake can occur. Normally therefore, some time after the application process, a secondary application process is initiated which is calculated and carried out on the basis of information on the brake disk temperature.
- If the brake disk temperature determined exceeds a defined value, a not insignificant loss of clamping force of the automatic parking brake is assumed when the brake disk has cooled down after a time period. Then a secondary application process is carried out to compensate for the loss of clamping force. If the brake disk temperature however lies below the predefined temperature value, no secondary application process is carried out because no loss of function is to be expected.
- The disadvantage with the conventional method for providing an adequate clamping force is the increasing tendency of many vehicle manufacturers not to use information on brake disk temperature, since this information has many tolerances and therefore is uncertain with reference to an adequate secondary application process.
- The object of the present disclosure is therefore to provide a method which guarantees a reliable function of the automatic parking brake even on a loss of clamping force due to a temperature change of the brake disk, and which in addition minimizes the load on components of the automatic parking brake.
- The object is achieved by a method having the features of the disclosure. Refinements of the disclosure are given in the subclaims.
- The method according to the disclosure serves to provide a clamping force generated by a parking brake, wherein the clamping force is generated by a brake piston acting on a brake disk and by a brake motor, and wherein after a completed application of the automatic parking brake, a secondary application process is carried out as a function of an activation reaction of the brake motor. Advantageously, the secondary application process is carried out independently of information on the brake disk temperature.
- The particular advantage of the disclosure lies in that the method is carried out depending on a reaction of the braking motor to an activation process. Since the reaction of the brake motor to an activation performed again after the end of the application process can be measured very precisely, the method may be carried out without significant uncertainty factors and tolerances. Furthermore the consideration of an activation reaction of the brake motor allows a more accurate decision on whether or not a secondary application process must be carried out. Since, with the method according to the disclosure, it is not the temperature of the brake disk but the reaction of the motor which forms the basis for a secondary application strategy, this can furthermore be carried out with a low load on the components. As a whole, the method according to the disclosure thus ensures a particularly safe provision of a sufficient clamping force, even in the case where a loss of clamping force occurs after the application process due to a temperature change of the brake disk.
- Advantageously, the activation reaction of the brake motor is evaluated from a motor rotation following an activation of the brake motor. The motor reaction can be detected in a simple manner by observing the motor rotation during the activation. This reaction can then serve as the basis for a decision on whether or not a secondary application process is required. The rotation of the brake motor is preferably determined by means of pulse counting, in particular by means of a multi-pole wheel in conjunction with a Hall sensor. Alternatively also the electrical resistance of the brake motor can be detected in order to evaluate an activation reaction of the brake motor, and on this basis make a decision on any secondary application process which may be necessary.
- A particularly advantageous method is one in which no secondary application process is carried out if the rotation of the brake motor falls below a predefined (threshold) level within a predefined time period since the start of the activation process. Consequently, a motor rotation which falls below a predefined level can be evaluated as an indication that there has been no significant loss of clamping force as a result of a temperature change of the brake disk, and consequently no secondary application process is required. Equally simply, the necessity for a secondary application process can be concluded if the rotation of the brake motor exceeds a predefined threshold motor rotation after a defined time period. In this case a significant loss of clamping force can be concluded, which must be compensated. Following this therefore, advantageously a secondary application process is carried out or hydraulic support requested to support the parking brake.
- In a further embodiment of the disclosure, advantageously both when the rotation of the brake motor falls below and when it exceeds a predefined level within a predefined time period, in addition a motor torque, in particular a maximum deliverable motor torque or a resulting maximum generatable clamping force of the brake motor, is taken into account. In this way therefore a further criterion is used for a decision on whether a secondary application process should be carried out, and if so whether this should take place with the hydraulic support of the parking brake. A secondary application process of the parking brake is therefore carried out only if the maximum deliverable torque of the brake motor is sufficient to achieve the required target clamping force. If this is not the case, a hydraulic support of the brakes may be requested.
- Accordingly, in the case where the rotation of the brake motor falls below a predefined level within a predefined time period, the maximum deliverable torque or a resulting maximum generatable clamping force of the brake motor is compared with a required or defined output torque, and in the case of insufficient deliverable motor torque, a hydraulic support is requested. For the case where the rotation of the brake motor exceeds a predefined level within a predefined time period, the maximum deliverable motor torque of the brake motor is also compared with the required or defined output torque, and in the case of insufficient deliverable motor torque, a hydraulic support is requested.
- Advantageously, in the case where the rotation of the brake motor falls below a predefined level within a predefined time period, the maximum deliverable motor torque or a resulting maximum generatable clamping force is compared with a required or defined (target) output torque, and in the case of sufficient deliverable motor torque, no hydraulic support is requested. In this way it can be ensured that when the motor rotation falls below a predefined level, this is not attributable to a weak motor with insufficient clamping force moment, but that the loss of clamping force is actually not significant.
- The method according to the disclosure is performed in a regulator or control unit in a vehicle which may be part of the parking brake.
- Further features and suitabilities of the disclosure arise from the description of exemplary embodiments with reference to the enclosed drawings. The drawings show:
-
FIG. 1 a section view of a conventional automatic parking brake for a vehicle, with an electric brake motor for generating a clamping force to immobilize the vehicle; -
FIG. 2 a flow diagram of a method for providing a clamping force which is generated by an automatic parking brake and immobilizes a vehicle, according to one embodiment of the disclosure; and -
FIG. 3 a flow diagram of a further method for providing a clamping force which is generated by an automatic parking brake and immobilizes a vehicle, according to a further embodiment of the disclosure. -
FIG. 1 shows a section through a known automatic (automated) parking brake 1 for a vehicle, which can exert a clamping force by means of abrake motor 2 for immobilizing the vehicle. Thebrake motor 2 in the present case is formed as an electric motor which drives aspindle 3 mounted in an axial direction, in particular a threaded spindle. On its end away from thebrake motor 2, thespindle 3 is fitted with aspindle nut 4 which lies against an inner face or rear of abrake piston 5. Thespindle 3, thespindle nut 4 and thebrake piston 5 are mounted in abrake caliper 6 which grips abrake disk 7 in the manner of pincers. Abrake pad brake disk 7. - In the case of an application of the parking brake 1, the
spindle nut 4 is moved in an axial direction towards thebrake piston 5 and thebrake disk 7 until a predefined target clamping force is achieved. In addition to the electromechanical clamping force, the rear of thebrake piston 5 may be pressurized with a hydraulic fluid, which serves to relieve the load on the automatic parking brake and/or for a braking process in normal drive mode of the vehicle (service brake). -
FIG. 2 shows a flow diagram of a method for providing a clamping force which is generated by an automatic parking brake and immobilizes a vehicle. The method provides for a secondary application strategy with a low load on the components, which guarantees reliable immobilization of the vehicle even in the case of a loss of clamping force. Such a loss of clamping force can also result from internal stresses between thebrake motor 2 and thespindle 3, in particular in gear stages, so that after the application process, thebrake motor 2 turns back slightly and hence results in a reduction of the output torque of the brake motor 2 (gear loss). Such a loss of clamping force must be compensated with the method according to the disclosure. - To decide whether a not insignificant loss of clamping force has occurred after an application process, in a step S1 after a predefined time period (around 3 to 5 minutes) from the end of an application process, the
brake motor 2 is activated in a step S2. This means that thebrake motor 2 is set in a rotational movement by the supply of a current so that thespindle nut 4 moves axially with thebrake piston 5 in the direction of thebrake disk 7. This in itself is substantially a secondary application process which should at least compensate for “gear loss”. - In a following step S3, then a motor rotation is measured which has taken place since the start of the motor activation for a predefined time period of for example 20 ms. The motor rotation is preferably detected using a number of pulses which are counted for example by means of a multi-pole wheel on the
brake motor 2 in conjunction with a Hall sensor. The multi-pole wheel may for example be a pole wheel with 16 alternating magnetic fields per revolution, which allows measurement of the angular speed of thebrake motor 2 using the (Hall) sensor. - In a further step S4, the number of pulses determined in the predefined period is compared with a threshold value of a predefined motor rotation, where this preferably comprises a specific number of pulses. If the comparison in step S4 shows that the number of pulses detected in the predefined time period is less than the predefined (threshold) motor rotation, the secondary application process or activation of the
brake motor 2 ends in step S5 because a low loss of clamping force can be concluded from the low number of pulses measured. - If however the comparison in step S4 shows that the number of pulses detected in the predefined period is greater than the predefined minimum motor rotation, the secondary application process or activation of the
brake motor 2 is continued in step S6 in that a secondary application process is initiated, and in particular a hydraulic support for the automatic parking brake 1 requested, since a significant loss of clamping power can be concluded from the high number of pulses detected. Due to the hydraulic support, the load on thebrake motor 2 is then relieved and no further application process is required. The hydraulic support is preferably generated by a fluid pressure provided by the ESP system. Thanks to the hydraulic support, thebrake motor 2 can turn with low torque. When, after the start of hydraulic support, a defined secondary application travel of for example 0.15 mm is passed, the hydraulic support of thebrake motor 2 and its activation are ended and the secondary application process is completed. - As a whole, the method according to the disclosure therefore allows a careful and efficient assessment of whether or not a secondary application process is required. Instead of temperature information, a reaction of the
brake motor 2 to an activation process is detected and evaluated. In concrete terms, in the present case the rotation(s) of thebrake motor 2 is(are) detected using a pulse counter which concludes a loss of clamping force after an application process. Alternatively, a temporally changing electrical resistance of thebrake motor 2 can lead to a conclusion on a loss of clamping force. - In a further embodiment of the disclosure, advantageously in addition to the motor rotation of the
brake motor 2, the motor power is determined and a possible secondary application process initiated on the basis of this motor power. A flow diagram of a corresponding method is shown inFIG. 3 . - To be able to determine the present motor power, in this embodiment of the disclosure, the motor parameters of the last usage, in particular the last application process, of the automatic parking brake 1 are taken into account. On each application process, the essential motor parameters such as the motor constant k and the motor resistance R (including the supply line resistance) are determined. Since the secondary application process takes place within around 3 to 5 minutes after the application process, and therefore relatively close in time, it is assumed that the motor parameters have not changed substantially in this period. If however the motor parameters have changed, an increase in the output torque of the
brake motor 2 due to cooling of the components of the automatic parking brake 1 is rather assumed here. - The blocking moment of the
brake motor 2 can be described with the following equation: -
M B =k·I·M L - Here k is the motor constant, I the current consumption of the
brake motor 2 and ML the idling moment. The idling moment ML reduces the total moment because it is required in order to overcome the internal friction of thebrake motor 2 and consequently operate this in an outwardly load-free state. However the current consumption of thebrake motor 2 after the activation is not known in the above equation. The current is therefore estimated using Ohm's law and the actual measured on-board network voltage, and the motor resistance known from the last usage, as Imax=U/R. The maximum output moment MB— max of thebrake motor 2 can then be formulated as follows: -
M B— max =k·I max −M L - The maximum generatable mechanical clamping force of the automatic parking brake 1 on the
brake disk 7 can be calculated from this as follows: -
- Here MB
— max is the maximum output moment of thebrake motor 2, ηtotal is the total efficiency of the automatic parking brake 1, rspindle is radius, spindle radius, and ütotal is the total translation ratio of the automatic parking brake 1. Using the known motor parameters therefore, the maximum clamping force which can be generated by thebrake motor 2 can be calculated. - In the further embodiment of the disclosure according to
FIG. 3 , this information is used to make a more accurate decision on the necessity and type of secondary application process. For this in a first step S1, firstly an activation of thebrake motor 2 is initiated again after a predefined time period from the end of an application process. - As in the first exemplary embodiment according to
FIG. 2 , the motor rotation is determined using a pulse count (not shown). In step S2 it is then determined whether an existing clamping force exceeds a maximum deliverable clamping force Fclamp— max of thebrake motor 2. In the subsequent process, again according to step S3 inFIG. 2 a comparison is made between a pulse count measured in a predefined time period and a predefined threshold pulse count (predefined threshold motor rotation). The existing (real) clamping force is then smaller than the maximum deliverable clamping force Fclamp— max of thebrake motor 2 if the number of pulses measured is greater than the predefined minimum motor rotation, and the method is continued in step S3. If the number of pulses however does not exceed the predefined minimum motor rotation, the existing clamping force is greater than the maximum deliverable clamping force Fclamp— max of thebrake motor 2 and the method is continued in step S8. - If therefore a corresponding motor rotation takes place after activation, in step S3 the possibility of providing an additional electromotive clamping force is established. In a subsequent step S4, it is checked whether the maximum deliverable clamping force Fclamp
— max of thebrake motor 2 is greater than the necessary target clamping force for a secure secondary application of the automatic parking brake 1. In this step is therefore decided whether thebrake motor 2 alone can supply the necessary moment, or whether a hydraulic support must be requested. If the maximum deliverable clamping force Fclamp— max is not sufficient, then in step S5 a hydraulic support is requested. If the maximum deliverable clamping force Fclamp— max is however sufficient, in step S6 a secondary application process is carried out exclusively using the clamping force of thebrake motor 2. - If the number of pulses does not exceed a predefined minimum motor rotation but is less than this, the existing clamping force is—as stated—greater than the maximum deliverable clamping force Fclamp
— max of thebrake motor 2, and the method is continued in step S8. In step S8 it is checked whether the lack of an additional supply of clamping force may be attributed to a “weak”brake motor 2 with a low generatable clamping force, or whether thebrake motor 2 is indeed “strong” enough, but there is no significant loss of clamping force and the number of pulses is therefore below the predefined (threshold) motor rotation. - Therefore in step S8 it is queried whether the maximum deliverable clamping force Fclamp
— max of thebrake motor 2 is greater than the necessary target clamping force. If the maximum deliverable clamping force Fclamp— max of thebrake motor 2 is greater than the necessary target clamping force, the method ends in step S9. If the maximum deliverable clamping force Fclamp— max of thebrake motor 2 is however smaller than the necessary target clamping force, in step S5 hydraulic support is requested because a “weak”brake motor 2 is concluded, the maximum deliverable torque of which is not sufficient to exceed the predefined motor rotation. - As a whole, with the additional consideration of the motor power, it can be determined whether a low pulse count within a predefined time period is actually attributable to a slight loss of clamping force and not to a weak motor. Furthermore in the case where the predefined motor rotation is exceeded, it is checked whether the
brake motor 2 can itself provide the necessary target clamping force or whether hydraulic support is required. - To this extent the present method is particularly safe for components of the automatic parking brake 1, since the
brake motor 2 only carries out a secondary application process if it is actually necessary and if the clamping force of thebrake motor 2 is actually sufficient for this. Otherwise the load on thebrake motor 2 is limited in that hydraulic support is provided for the automatic parking brake 1. - A decision on whether or not a secondary application process should be carried out, and the decision on whether the clamping force of the
brake motor 2 is sufficient for this, may therefore advantageously be made reliably using the method according to the disclosure, without any information on brake disk temperature, exclusively by consideration of an activation reaction of thebrake motor 2 and where applicable an additional consideration of the maximum deliverable motor power. As a whole, the present disclosure therefore guarantees a high security of the parking brake function, while at the same time the load on the components is minimized. - The present disclosure may be applied in conjunction with all conventional automatic parking brakes. It may for example be a so-called “motor-on-caliper” parking brake which was described in connection with
FIG. 1 . Secondly the method may also be applied on other types of automated parking brake, for example of the “cable puller” type in which a motor-gear unit tensions mechanical cables. The method is consequently applicable universally, and in various types of parking brake; it ensures a safe and targeted provision of a clamping force without relying on information on the brake disk temperature. The method can easily be implemented in the form of an algorithm in a controller or regulator, and consequently requires no additional mechanical components.
Claims (11)
1. A method for providing a clamping force generated by an automatic parking brake, comprising:
generating the clamping force by a brake piston acting on a brake disk and by a brake motor; and
carrying out a secondary application process as a function of an activation reaction of the brake motor after a completed application of the automatic parking brake.
2. The method according to claim 1 , wherein the activation reaction of the brake motor is evaluated from a motor rotation following an activation of the brake motor.
3. The method according to claim 1 , wherein no secondary application process is carried out if the rotation or electrical resistance of the brake motor falls below a predefined level within a predefined time period since the start of the activation process.
4. The method according to claim 1 , wherein, if the rotation of the brake motor exceeds a predefined level within a predefined time period since the start of the activation process, the secondary application process is initiated with hydraulic support for the automatic parking brake.
5. The method according to claim 1 , wherein the secondary application process is carried out independently of information on the brake disk temperature.
6. The method according to claim 1 , wherein (i) both when the rotation of the brake motor falls below and when it exceeds a predefined level within a predefined time period since the start of the activation process and (ii) a maximum deliverable motor torque of the brake motor are taken into account.
7. The method according to claim 6 , wherein, in the case where the rotation of the brake motor falls below a predefined level within a predefined time period since the start of the activation process, the maximum deliverable motor torque of the brake motor is compared with a defined output torque, and wherein, in the case of insufficient deliverable motor torque, a hydraulic support is requested.
8. The method according to claim 6 , wherein, in the case where the rotation of the brake motor exceeds a predefined level within a predefined time period, the maximum deliverable motor torque of the brake motor is compared with a defined output torque, and wherein, in the case of insufficient deliverable motor torque, a hydraulic support is requested.
9. The method according to claim 6 , wherein, in the case where the rotation of the brake motor falls below a predefined level within a predefined time period, the maximum deliverable motor torque is compared with a defined output torque, and wherein, in the case of sufficient deliverable motor torque, no hydraulic support is requested.
10. One of a regulator or a control unit for performance of a method for providing a clamping force generated by an automatic parking brake, the method comprising:
generating the clamping force by a brake piston acting on a brake disk and by a brake motor; and
carrying out a secondary application process as a function of an activation reaction of the brake motor after a completed application of the automatic parking brake.
11. An automatic parking brake in a vehicle with a regulator or a control unit, the regulator or the control unit configured to perform a method for providing a clamping force generated by the automatic parking brake, the method comprising:
generating the clamping force by a brake piston acting on a brake disk and by a brake motor; and
carrying out a secondary application process as a function of an activation reaction of the brake motor after a completed application of the automatic parking brake.
Applications Claiming Priority (3)
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DE102014202159.6 | 2014-02-06 | ||
DE102014202159.6A DE102014202159A1 (en) | 2014-02-06 | 2014-02-06 | Method for providing a clamping force generated by an automatic parking brake |
DE102014202159 | 2014-02-06 |
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US20150217738A1 true US20150217738A1 (en) | 2015-08-06 |
US9725077B2 US9725077B2 (en) | 2017-08-08 |
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US14/615,537 Active 2035-03-15 US9725077B2 (en) | 2014-02-06 | 2015-02-06 | Method for providing a clamping force generated by an automatic parking brake |
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US (1) | US9725077B2 (en) |
CN (1) | CN104828059B (en) |
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DE102014202159A1 (en) | 2015-08-06 |
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US9725077B2 (en) | 2017-08-08 |
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